Internal-combustion engine.



H. S. FRESH. H

. N'IERNAL COMBUSTIQN ENGiNE.

APPLICATION FILED AUG.31. 19I2.

Patenied J 11216 12, 1917.

2 SHEETSSHEET I.

1 VENTOR .aMJ, A

W'fT/VESSES H. S. FRECH'.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.3!| 1912.

Patented June 12, 1917.

2 SHEETS-SHEET 2.

rnn s rn'rns PATENT OFFICE.

'now'enn s. BEECH, on

rnzrnnnan-ooianusrron ENGINE.

Specification of Letters Patent.

BROOKLYN, NEW YORK.

Patented June 12, 1917.

Application filed August 31, 1912. Serial No. 718,085.

Brooklyn, in the county of, Kings and Stateof New York, have invented new and useful Improvements in Internal-Combustion Engines," of which the following is a specification.

My invention relates to internal combustion engines.

One object of my invention is to provide a single valve serving as an inlet and as an exhaust valve.

Further objects of my invention are to eliminate thenecessity ofv providing reciprocating parts for a valve of this type and to reduce the number of moving parts thereof.

A further object of my invention is to provide a single valve fulfilling intake and exhaust functions, working in combination with the cylinder, having openings cooperating with the valves to effect the intake of the explosive mixture and exhaustion of the spent gases. 1

Another object of my invention is to provide in combination with the valve and cylinder, air intake means so that fresh air maybe taken into the, cylinder to assist in the scavenging of the spent gases therefrom.

" Specifically, my invention consists of a rotatable valve mounted between a piston and a cylinder provided with inlets to register with the inlets of the cylinder, and moved or actuated I through the slidlng movement of the piston.

Other objects and advantages will appear fromthe following specification, reference beingh-ad to the accompanying drawings, in which:

l Figure 1 is a vertical sectional view of the majorportion of a cylinder and piston withmyimprovements embodied in connection therewith.

Fig. 2 is a similar view of the upper portion of thecylinder and showing the bafile,

the auxiliary exhaust opening of the valvev in registration with the auxiliary exhaust port, I Fig. 6 is a. cross section of Fig. 5, and

Fig. 7 is a cross section on the line 77 of Fig. 5.

on the line 66 By referring to. tlL- drawings, it will beobserved that 1 desi; ates an engine cylinder in which apist: 2 having a head 3 is movable. The piston 2 is reciprocated within the cylinder 1 by a connecting rod 41 which rotates upon the usual wrist-pin 5 of the piston 2. The other end of the connectmg rod 4 1s connected with the crank of the crank shaft of the engine in the usual mannor, the illustration of this connection being however omitted from the drawings.

A sleeve or valve 6 is mounted between the cylinder 1 and the piston 2 in such a manner that the sleeve may rotate but not move vertically. The sleeve or valve 6 is provided with a single port near its upper end as indicated at 7 in Figs. 3 and 7.. The port 7 is adapted to be moved into registra tion with an exhaust port 'll (see Fig. 3) in the cylinder wall 1, and an inletport8 also in the cylinder wall 1, upon rotation of the valve 6. The single port 7 thus performs the dual function of an inlet and ex haust port for the engine. WVhen the. port 7 1 is in registration with the exhaust port 11,

it acts as the main exhaust port for the "en gine since when the port 7 is in such-regis- 'tration the greater volume of the products of combustion are driven out of the port 11 14 being disposed some distancebelow the piston within the I single port- 7 as will be readily understood from, Fig. 53.. It may be stated that the distance between the port 7 and the ports 10 of the piston. The port and 14, is fapproximatelyequal to the stroke lOis-an auxiliary exhaust port and-is adapted to be movedinto registration ,Wltll thenauxiliary exhaust opening 12in the wall of the cylinder 1. When the piston 2 moves tothe position shown in Fig. 5

and havingthus' reached the end of the working stroke, the valve 6 will have accordingly rotated and brought the auxiliary port 10 and auxiliary opening 12 into reg istration as shown so that a considerable portion of the spent, gases are permitted to rush out.

The port 11 which is nearly diametrically opposite the auxiliary exhaust port 10 will almost immediately move into registration with an air inlet opening it in the cylinder wall 1. The piston 2 will of course have begun to ascend by the time the port 14 will have moved into registration with the opening 13, but the registering port It and 13 will present suflioient space to allow the quantity of fresh air to flow into the cylinder. The fresh air in flowing into the cylinder through the registering ports will strike the baffle 19 and be deflected toward the center of the cylinder.

It will be observed that the main port 7 is out of vertical alinement with the port 10, the relative locations of the various ports in the valve 6 being clearly shown in Figs. 6 and 7. It will thus be obvious that when the auxiliary exhaust port 10 is in registration with the exhaust opening 12, the single port 7 will be just about ready to come into registration with the main exhaust port 11 as clearly shown in Fig. 7. By the time that the piston 2 moves upwardly far enough to cover the ports 10 and 14: at the lower portion of the valve 6, the main exhaust port 7 will have moved into full registration with the port 11 and the remaining products of combustion within the cylinder will be expelled therethrough.

The valve 6 is rotatably mounted between the cylinder 1 and the piston 2. A plurality of tortuous and intersecting grooves 15 and 15 are formed on the inner, surface of the valve 6. A development of these grooves is illustrated in Fig. 4. It will be understood from Fig. 4 that the grooves 15 and 15 are imagined to have been unwrapped from the inner surface of the valve 6 and spread out longitudinally, the lateral confines of the figure representing 360 or the circumference of the inner surface of the valve 6.

The piston 2 is provided with heads or rollers 17 which are movable in the grooves 15 and 15 on the interior surface of the valve 6. The rollers 17 are disposed diametrically opposite each other as shown in Fig. 1 and are mounted upon studs 16 secured in place by the nuts 18. A baffle 19 is secured on the head 3 of the piston 2 and the baffle 17 is set at an angle with the head 3 so that the incoming charge of fresh air above referred to, in striking the baflie may be properly deflected toward the center of the cylinder.

The operation of the device is as follows: The engine in the present embodiment is of the four stroke cycle type. The valve 6 is rotated as the piston 2 reciprocates by reason of the engagement of the rollers -17 with the cam grooves 15 and 15.

Let it be assumed that the valve 6 has rotated to such a position where the single port 7 has become located directly between the exhaust port 11 and the intake port 8 as shown in Fig. 3. The engine cylinder is supposed to be completely scavenged at this time and upon continued rotation of the valve 6 the port 7 will move into registration with the intake port 8. The piston .2 now moving upon its induction stroke draws in a charge of gas through the registering ports 7 and 8. The piston 2 after having reached the end of its induction stroke, will move upon its compression stroke whereupon the compressed gas within the cylinder is ignited. The piston 2 is thus moved upon its working stroke and when it reaches the position shown in Fig. 5, the valve 6 will have accordingly rotated so that the auxiliary exhaust ports 10 and 12 will have moved into registration thus permitting a. considerable portion of the spent gases to escape therethrough.

As the piston 2 now moves upwardly again and just before it leaves the zone occupied by the ports 13 and 14, the ports 13 and 14 will have come into registration and will have permitted a charge of fresh air to flow therethrough. The charge of fresh air in striking the baffle 19 is deflected toward the center of the cylinder.

The piston 2 now moves upon its exhaust stroke, the single port 7 having in the meantime moved fromthe position shown in Fig.

7 until it registers completely with the exlocated at the points 0 and c in the respective cam grooves 15 and 15, then the piston 2 is at the limit of its inward stroke and is about to begin its induction stroke. The single port 7 in the valve 6 will then be disposed between the ports 11 and 8 as shown in Fig. 3.

As the piston 2 descends, the rollers 17 engage the cam grooves 15 and 15 at the curved portions 6 and e. The valve 6 is thus driven in a counter-clockwise direction as indicated by the arrow in Fig. 3 until the points indicated 7 and f are reached at which timethe single port 7 of the valve is in complete registration with the intake port 8 in the cylinder wall 1. As the piston 2 continues its induction stroke, the rollers 17 in engaging the curved portions 9 and g of the cam grooves 15 and 15, will continue the rotation offthe valve 6' until the piston 2 has reached the limit of its outward stroke and 4 the rollers 17 have reached the points it and 72.. When the points it and h are reached,

the valve 6 will havebeen rotated such an extent thatthe single port 7 will have been moved completely out of registration with the inlet .port 8. The cylinders now filled with fresh gas and the piston 2 is ready to commence its'compression stroke.

As the piston 2 now moves upon its inward or compression stroke, the rollers 17 will move over the points i and z? of the cam groove 15 and 15 and continue to drive the valve 6 around in the direction in. the arrow in Fig. 3 until the points 9' andj are reached. When the points 7' and j are reached the piston 2 Will have reached the limit of its compression. stroke and the compressed charge again be ignited and the piston 2 accordingly again driven outwardly on its working stroke.

The rotation'of the valve 6 now momentarily ceases while the piston 2 traverses the -distance between the points 7' and j, and the points 76 and k shown in Fig. 4. As soon as the points 70 and 7c are passed by the piston 2pand consequently by the rollers 17 said rollers will engage the curved portions Z and Z of the grooves 15 and 15, when thevalve 16 will again be rotated until the points m and m are reached. When-these points m and m are reached the piston2 will be located at the limit of its outward and working stroke and will assume the position shown in Fig. 5. The auxiliary exhaust, ports 10 and 12 will then be in registration and a part of the products of combustion will rush out as explained above. 4O

' again upon its exhaust stroke but the valve The piston 2 will now move inwardly thereby whereupon the valve 6 will again be rotated. It will be understood that as the piston 2 moves upon its inward or exhaust stroke from the points on and vtflthat the single port 7 will have been moved into registration with the exhaust port lland the residue of the products of combustionexpelled. When the curved portions 0 and c are reached, the valve 6 assumes the positionindicated in Fig. 3, and when the points h and h are reached, the single port 7. has

passed the inlet port 8 in readiness for the commencement of another cycle of the same operation above enumerated. i

It is to be understood that I have described the preferred embodiment of my invention herein, and that changes therein may be made within the spirit and scope of theappended claims.

Having thus described my said invention, what I claim and desire to secure by Letters Patent is.:

1. An internal combustion engine including a cylinder having anauxiliary exhaust port and an air inlet port, said ports being 1n diametrical opposition, a sleeve valve rotatable inside of the cylinder, the sleeve valve having an auxiliary er ihaust opening and an air opening, said openings being out of diametrical opposition,.the sleeve valve having a pair of grooves on the inside surface, a piston movable inside oi": the sleeve valve, and rollers on the piston movable in the respem tive grooves, whereby the sleeve valve is rotated to momentarily move the air opening into registration with the air port as the piston begins the exhaust stroke.

2. An internal combustion engine including a cylinder having a main exhaust port at its upper end, a sleeve valve rotatable inside of the cylinder the sleeve valve having a single opening registrable with the main exhaust' port; the sleeve valve having grooves .on its inside surface, a piston reciprocable with the exhaust port and the piston performs a part of its exhaust stroke.

3. An internal combustion engine including a cylinder having inlet and exhaust ports atits upper end, and an auxiliary exhaust port and an air inlet port at its lower'end, a piston having a valve rotating roller, a sleeve valve disposed between the piston and the c linder said valve having openings registrable with the respective cylinder ports, said valve having a groove for receiving the roller, the groove including curved and diagonal stroke-sections varying in degrees of extension, and vertical stroke-sections having curved termini, the stroke-sections of the groove obtaining the rotation, acceleration of rotation and stopping of the valve in succession as the various ports and openings are moved into registration and the piston performsits strokes.

HOWARD S. FRECH. Witnesses: v

CHARLES C. REDFIELD, FRED E. EVANS, W. O. GAWLEY. 

